stjchland



(No Model.) y 3 Sheets-Sheet 1. T. SUCH'LAND.

GAR BRAKE.

Patented-Aug. 2 4, 1886.

(No Model.) 8 snets-sheet 2.

T. SUGHLAND.

GAR BRAKE.

No'. 847,841. Patented Aug. 24,` 1888.

Firms Phnwuuwgnphnr, washington mc.

(No Model.) y 3 Shets-Sheet-B.

T. SUCHLAND.

GAR BRAKE. No. 847,841. .Patented Aug. 24, 1888.

UNITED STATES PATENT Grains,

"rnnonon sUoHLAND, or BERLIN, GERMANY.

CAR-BRAKE.

PECIFICATION forming part of Letters Patent No. 347,841, datedAugust 24,1886.

Application filed April Q9, 1886. Serial No. 900,619. (No modellPatented in Germany January 25, 1886. I

T0 all whom t may concern.-

Beit known that I, PH nonon SUCHLAND, of the city of Berlin, Prussia,Germany, have nvented certain new and useful Improvements in Car-Brakes,(for which apatentwas applied for in Germany on the'25th January,1886,)0fwhich I declare the following to be a speciiication.

My invention relates to improvements in brakes for railway and othercars or carriages.

In order to effectually brake railway and other cars with rapidity incase of danger, I employ a wedge-brake, either alone or in combinationwith the customary brake. If my said improved brake is employed alone,it is arranged to operate gradually, or, if desired, with great energy,and almostinstantaneously. If the same is employed in conjunction withthe ordinary brake mechanism as dangerbrake only, it is arranged to actinstantaneously, and will bring the car or carriage to which it isattached, in the shortest possible space of time, to a standstill. lAs amatter of course, the brake'is arranged to act on the car or carriageirrespective of the direction in which the same is driven.

Figure l is a longitudinal section of the lower part of a tramway-carwith my improved brake mechanism. Fig. 2 isaside view of the same withthe brake applied. Fig. 3 is a top view and Fig. 4 a cross-section.

rlhe brake is arranged at one end of the car, and in order to avoidhaving to turn the brake-handle to the right when driving in the one andto the left when driving in the other direction, I employ two spindles,ct and b, which carry the pinions c d, which latter are in gear with thedouble toothing of the rod or rail e. This said rack or rod e runs alongthe entire length of the car or carriage, and is carried at each end,and, if necessary, at any suitable intermediary part, in appropriatebearings.

The rod e is provided with the two U-formed -standards or doublebrackets fg, which -are each slotted at h t', and in which said twoslots the pins or bolts k l, affixed to the longitudinal rod ym, areguided, so that the said rod can glide beneath the two standardsfg.

Two brackets, no, are xed to the longitudinal rod m in such manner thatthe springs p q on the rods or spindles r s, which have their bearingsat the one end in the brackets n 0 and at the other end iu the standardsor double bracketsfg, will press at the one end, against the bracket aoro and at the otherend against the standard or double bracket j' or g.At about the center of the length of the rod m, I attach two bearings, mu, and at the ends of the same like bearings, tu, in which thecross-rods o w op are arranged, which latter carry at their ends thebrake-blocks a: y.

At the forward end of the rod e is a frame or sliding guide, z, iu whichthe sliding rod a is guided, to the ends of which the two slides b areattached, which glideviu the two U-shaped standards Z', and carry theeight brake-wedges c d, which are located above the wheels e f.

The vertical side ofthe rectangular slides b is provided with curvedslots y', in which the pivots so gear that by the longitudinalmoveinentof the slides the brake-blocks are pressed against the wheels.Springs t" are arranged beneath the slides and press continuouslyagainst the same, so as to hold the said slides constantly in theirhighest position, when the rods h will lie in the lowest point of thesaine, where the two converging inclines of the slides meet.

The operation of my improved brake is as follows, whereby it is supposedthat the car is being driven in the direction as represented by thearrows: The crank-handle c, which can be readily applied or removed, isplaced on the right-hand spindle b, and in braking is turned to theright, so that the toothing of the rod e, and thus the entire rod, ismoved in the A direction ot the arrow and the spring q compressed,whereby the rod e, or its standards or double bracketsfg, will, inconsequence ot' the slots in the same and the guide-pins k Z, glide onthe longitudinal rod m, which is drawn forward by the spring Q, so thatthe brake-blocks x are brought in contact with the 4wheels and a gradualbraking operation attained. If, however, it is desired to effect a rapidbraking, the crank It is rotated farther, so that the brake-blocks c arepressed onto the wheels, and are automatically drawn faster and analmost instantaneous stoppage of the car or carriage obtained. In movingthe wedges toward the wheels the connecting-rod a glides in the frame z.Ifthe crank cis now given free movement, the brakewedges c will retirefrom the wheels and the slide b will be returned to its originalposition, as shown in Fig. 1, by means of the springs i. If the car orcarriage is running in an opposite direction, the crank k is applied tothe spindle a, in consequence of which the brakeblocks y andbrake-wedges d come into action.

In order to retain the brakes in braking position, the spindles a and bcan be provided ith a suit-able ratchet-wheel and pawl, and instead 'ofmaking the crank k removable, a suitably-bent crank can be so applied toeach of the spindles a b that the operation ofthe one is'not hindered bythe other.

4Having now particularly described and ascertained the nature of my saidinvention for improvements in car-brakes and the manner in which thesame is to be performed, I de- 2. In brakes for railway and other carsor carriages, the combination of the rod e, pinions c d, spindles a. b,and crank k with the longitudinal rod m, brackets fg, and pins or boltsk l, substantially as and for the purpose set forth in the foregoingspecification, and represented on the accompanying drawings.

3. In brakes for railway and other cars or carriages, the constructionof the rod e, pinions c d, spindles a b,crank k', longitudinal rod m,vbrackets f g, and pi nsk l, in combination with the brake-blocks as y,springsp q, rod a', frame z, slide b,wedges c d', the pins or bolts h',and the springs i', substantially as and for the purpose set forth inthe foregoing specification, and shown in the accompanying drawings.

In witness whereof I have hereunto signed my name in the presence of twosubscribing witnesses.

TH EODOR SUCHL AND.

Witnesses:

ANTHONY S'rEFFEN, B. R01.

